2004 New Car Review : Dodge Neon SRT-4

There is no doubt that the Viper is the quickest car in the
Dodge lineup, but what's the second-quickest?

A Neon! I can see the look of disbelief on your face from here.

A Neon is an economical small car, perfect for commuting and running
errands. And, while there have been sporty versions, like the
R/T and ACR (the initials stand for American Club Racer), they
are not what is usually thought of as high-performance
automobiles. This one is, and seriously.

Meet the Dodge SRT-4.

It's what happens when a Neon is left too close to a Viper,
unsupervised. The little car that started life with the
friendly ``Hi'' ad campaign gets serious attitude and the
performance to back it up. Dodge muscle cars of the 1960s set
the performance-value standards for their day. The SRT-4 is
their spiritual descendant, but with no trace of nostalgia.
Look elsewhere for a retro-mobile.

The SRT-4 is a cruise missile aimed at the heart of the sport-compact
segment, developed by enthusiasts for enthusiasts. A large percentage of
the SRT development staff races Neons, and it shows. Developed
from the Neon SRT concept car that hit the auto show circuit in
2000, the SRT-4 made its debut in 2003 with 215 horsepower and
245 lb-ft of torque from a turbocharged 2.4-liter engine. With
heritage and specs like that, Dodge could be excused for
leaving it alone for its sophomore year. But a ``leave it
alone'' attitude is for losers, not racers.

Meet the new hot
Neon: 230 horsepower and 250 lb-ft of torque, with a
limited-slip differential developed with specialist
manufacturer Quaife and near-perfect suspension tuning to get
that power to the ground in an almost civilized manner. It's a
turnkey factory-built tuner car with a full factory warranty.
You could probably spend the $20,450 base price just on the
engine and suspension upgrades to a standard car.

I've just
spent a most impressive week with a 2004 SRT-4. A car this good
can't be built from a flawed base, and so the SRT-4 also shows
the essential goodness of the basic Neon. Dodge has done its
homework on the sport-compact class and entered with a very
serious contender. The SET-4 is not a car for everybody, but it
is civilized enough for everyday use, especially for its young
enthusiast target buyer. The Mopar muscle cars of the 1960s may
be long gone, but their spirit lives on.

APPEARANCE: With even a quick glance, the SRT-4's ``Viper
meets Neon'' theme is immediately apparent. All Neon models
were given sleeker front styling with a large Dodge crosshair
grille last year, but the SRT takes things a bit further with a
look very much like the 2000 show car. The grille, bumper
fascia, and hood are unique, and, with their lumps, bumps, and
vents, they look like they came right off the track.

The regular Neon looks friendly; the SRT-4 looks mean. The front
has Viperesque interpretation of the Dodge grille, with smaller
openings above, a chin spoiler below, and prominent foglamps.
The hood bulges to clear the larger engine, and features a
scoop that directs cooling air toward the turbo and exhaust
manifold. A large, wide intercooler peers through the grille,
and red brake calipers peek through 17-inch spoked alloy
wheels. The SRT-4 sits lower in front than at the rear for a
rakish look, and a the largest wing found on a Dodge since the
1969 Charger Daytona sits atop the rear deck. This is not a car
for anyone who wants to keep a low profile.

COMFORT: The SRT-4's interior appointment is contemporary
sport-compact, in basic black with silvery plastic accents on
the center stack and racer-look aluminum-covered pedals with
rubber inserts. Instruments are hooded by the dashboard brow
and finished in white with black numerals and metal bezels. A
small add-on boost gauge sits to the right of the main
instrument cluster. Both the top part of the steering wheel rim
and the shift boot are finished in woven leather that has a
pattern that looks like carbon fiber, an appropriate touch. The
standard seats are ``Viper-inspired'' with high side bolsters.
These were replaced in my test car with the milder Neon R/T
seats, which offer easier access and still have very good
support and comfort. The rear seat is standard Neon fare, with
room for two people in reasonable comfort or three more cozily.
The trunk is usefully large, and a space-saver spare sits under
its floor. The SRT-4 is not a spartanly-equipped race car. A
good climate control system and AM/FM/CD stereo keep occupants
comfortable and entertained, and front power windows add
convenience. The rear windows are manual. Materials and fit and
finish are very good.

SAFETY: Active safety is enhanced by good acceleration,
braking, and maneuverability, and the SRT-4 excels in those
categories. (The ability to use the car's abilities is, of
course, the responsibility of the driver.) Passive safety
features include three-point safety belts for all positions,
side-impact door beams, and dual ``Next Generation’’ front
airbags.

ROADABILITY: Somebody at Dodge really knows how to set up a
suspension. Although softer than that of the racing-oriented
Neon ACR, the SRT-4's fully-independent strut suspension is
very firm for near-zero body roll in hard cornering and
excellent, precise handling. But the damping is spot-on
correct, so the wheels stay firmly in contact with the
pavement, and ride comfort is very good considering its
performance mission. It also deals admirably with irregular
real-world pavement. Hey, don't expect a luxury car ride from a
high-performance sport compact. Despite the massive amount of
torque transmitted through the front wheels, equal-length
halfshafts and a Quaife-developed limited-slip differential
help the power get to the ground without interfering with
steering. Torque steer is remarkably minor, only noticeable
under wide-open acceleration uphill, when weight is transferred
off of the front wheels. The four-wheel disc brakes have larger
discs than the R/T and standard antilock.

PERFORMANCE: The turbocharged and intercooled 2.4-liter twin
cam, 16-valve four-cylinder engine found under the SRT-4's
bulging hood is basically the same as that found in the
Chrysler PT Turbo, but there are differences in manifolds and
calibration. A new engine control module and larger fuel
injectors help boost power this year from the previous 215
horses and 245 lb-ft to 230 ponies at 5300 rpm and 250 lb-ft
between 2200 and 4400 rpm. It's not peaky and there are no
sudden surprises, so driving is easy - just watch that right
foot. As long as the revs are up, there is no turbo lag. This
means anything over 2200 rpm in first and second, and 3500 in
third through fifth. Power comes on strong and just keeps
building, with very little fade until the rev limiter cuts in.
Sixty mph comes up in less than six seconds, even without
serious clutch abuse. Linkage to the five-speed gearbox is
stiff but precise, and clutch effort is appropriate to the
power involved. Somehow, Dodge got by the Federal inspectors
with minimal muffling. The SRT-4 snarls viciously under
acceleration, and burbles and pops on over-run like a race car.
The only weak point is fuel capacity - when you play hard, the
12.5 gallon tank empties quickly. Chalk it up to the
entertainment budget.

CONCLUSIONS: Meet the first Mopar muscle car of the 21st
Century, the Dodge SRT-4